Ensdeefee



(No Model.) 2 Sheets-Sheet 1.

H. SMITH.

GONVBYER APPARATUS.

No. 326,928. Patented Sept. 22, 1885.l

WL lwe/Zan zine .new

@fw am.. l mw, 5MM (gi/Lm fer. 'JV M N. PETERS. Phum-Lithngmphur. washinzinn. D4 C.

(No Model.) l 2 Sheets-Sheet 2. H. SMTH. GNVEYBR APPARATUS. No. 326,928. Patented Sept. 22,1885.

wlwser. 15u/Mr @MA @www Ham, ,rm/'M #www fer. ww/WM IINTTED STATES PATENT Orrrcn.

HERVEY SMITH, OF ERIE, PENNSYLVANIA, ASSIGNOR TO GEORGE C. BLICK- ENSDEREER, OE SAME PLACE.

CONVEYER APPARATUS.

SPECIFICATION forming part of Letters Patent No. 326,928, dated September 22, 1885.

Application led December li, 1854. Renewed September l` 18H5.

' 0 alla/'7mm it may concern:

Beit known that I, HERVEY SMITH, a citizen of the United States, residing at Erie, in the county of Erie and State of Pennsylvania, have invented certain new and useful Improvementsin Conveyer Apparatus;v and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in theart to which it appertains to make and use the saine.

This invention relates to that class of conveyers in which the track is elevated, and the article to be carriedis suspended from a car running-gear which runs upon said track.

The invention consists in improvements upon the construction of thc track and the car.

In a pending application for a patent filed by me I showed in one of the figures ct' the drawings a track like the one here shown, and I there reserved the right to make special claims thereto ina subsequent application.

My invention is illustrated in the accompanying drawings, as follows: Figure lis an end View of a car passing a switch-point, with the main track in section. Fig. 2 is a side view ofthe track at its terminus and a side view of the car. Fig. 3 shows the end of a switchtrack and the section of track on an elevator,

the elevator not being shown. Fig/1 is a perspective view of the track. Fig. 5 shows alternative forms of track-rail. Fig. 6 is a side view of the track and the car runninggear. Figi is a perspective view of a switchpoint. Fig. S is a top view of the same. Fig. 9 is a side View ofthe track, showing the notches in the main track at the switch.

A is the main track; A, the switch-track; A2, the section of track on the elevator.

B B represent the elevator-ways, which are shown only to indicate the relation of parts.

C is the car or receptacle in which articles to be carried are placed. C is the pendant or stem by which the receptacle is attached to the running-gear.

G2 C2 are the parts of the running-gear frame in which the main wheels are journaled. C3 (3.3 are like parts, in which the auxiliary wheels are journaled.

C* is a bar on one side of the wheels, connecting the parts C and C, in which the for- (No model.)

ward wheels are journaled, said parts being pivoted to the stem C at c c, and being thus connected by the bar 0*, they move on said pivots simultaneously.

C5 C5 are the main wheels of the runninggear. C C are the auxiliary wheels.

C7 is a slotted upright at the end of the pivoted part (J2, and, if desired, there may be one of these on each side of the wheel.

D is a hanger for supporting the track A d is an arch for supporting guide-raves. E E' are the guide-raves. d is an arch for supporting the switch-point. e e are guide posts or pills in the uprights CT.

The track A consists of a bar of metal (it may be wood) set on edge, and it may have the form shown in Fig. l, where it has a head or upper face which is larger than the lower edge, or it may be enlarged on both edges, as it is on the upper edge, or it may be a plain bar, as in Eig. 5. The form shown in Fig. l gives the greatest amount of strength for the least amount of metal, with all the requirements subserved. The track is attached to its supports, so as to leave both the upper and lower faces free, and all arches or other parts which may be attached to it are connected therewith in the same manner. At the terminus of the track, as in Fig. 2, the lower part of the bar is cut away, as at a3, and the end may be turned up, as shown, to serve as a stop. The track is cut away, as shown at a, so as to permit the placement of cars upon the track.

The main wheels of the car run on the top face of the track, and the auxiliary wheels set below the lower face in position to act upon it when necessary. The lower wheels are shown as flanged, but they need not be. I prefer to iiange them so as to prevent vibration of the ear; but the chief office of the lower wheels is to prevent cars being thrown from the track, and a plain untlanged face on those wheels would answer, but not as certainly as aiianged one. A hook embracing the under face of the track in place of the anged Wheels would also serve the purpose, but it would cause so much friction on the track that the car would be retarded.

The stem C of the car-frame is between the wheels and lies close to the track,and is sharp- IOO ened on each edge opposite the track, so that it will not catch on to the switch-points when passing by them.

At the switches the track A has a diagonal groove, a, cut in its face, and, unless the lower` wheels of the car have no flanges,a like groove is cut in the lower face. These grooves afford a passage for the flanges of the wheels opposite the switch-point to pass across the track. Figs. 7, 8, and 9 show the position of the said notches and their relation to the points of the switches. The switch-points are immovable,and the car only goes onto them as guided, and they lie so close to the main line that the wheels of the car will run from the main line onto the switch without trouble if guided. The guiding devices are seen in Fig. l, land are the same as shown in the prior application by me, above referred to. The guiding-pins e e are adjustable in the slot in the uprights C', and a scale on the side ofthe slot is numbered, and thus an adjustment can be made at any time on any car for any station.

n the under side of the track, as at a2 in Fig. 4 andy at a4 in Fig. 2, I put springs in somewhat the same way the catch-springs are placed in an umbrella-handle. The springs serve to stop or check the speed of cars as desired by their contact with the lower wheels of the car.

What I claim as new isl. In a conveyer apparatus of the class herein named, the combination of a main-bar track, A, with upper and lower faces, switchtracks A', arranged with relation to said main track, as shown, a notch, a, in the faceof said track opposite the switch point, as set forth, a car having main wheels CC5,which tread on theupper face of said track, and means, substantially as described, for engaging the lower face of said track to prevent the car being derailed.

2. In a conveyer apparatus of the class herein named, the combination of a main track formed of a bar with upper and lower faces, switch-tracks A', arranged with relation to said main track, as shown, notches a a Y in the upperV and lower faces of said main track,arranged with relation to said switches, as shown, and a car having flanged wheels which engage both said faces, asv described.

3. In a conveyer apparatus of the class herein named, the combination, substantially as set forth, of a main track formed of a single bar with upper and lower faces, branch or switch tracks arranged with relation to said main track, as shown, diagonal notches in both flanged wheels which engage both said faces,

and guiding devices on said car-frame which operate in conjunction with the guiding devices at the lside of the track and divert the flanges ofthe wheels opposite the switch-p oints into the said notches, and thus divert the car from the main line onto the branch or switch line.

4. In a conveyer'apparatus of the class herein named, the combination, substantially as set forth, of the bar-track A, having upper and lower faces, switch-tracks A', arranged with relation to the main track, as shown, notches a a in the upper and lower faces of the main track opposite the switches, and a car having flanged wheels G5 C5 C6 C, jonrnaled in framed pieces C2 Cwhich are jointed at c c, one above and the other below the said track, the said jointed parts C2 C3 being connected by the bar C4 and provided with the upright C7, in which are adjusted the guiding devices on the car.

5. In a conveyer apparatus of the class herein named, the combination,with the car-frame, of the upright C7, with means for adjusting the guides e or e', and ascale thereonfor indicating proper points of adj ustment of said guides.

6. In a conveyer apparatus of the class herein named, the combination,with a car having two sets of flanged wheels,one above the other.

of a bar-track which is embraced on both itsY upper and lower edges by said car-wheels, and atits terminus is cut away, as at a3, to facilitate the placement of cars, as described.

, 7.. In a conveyer apparatus of the class herein named, the combination,with the track A, cut away as at as, and turned up to form a stop, of the check or stop spring a, and the car having wheels 0 5 and C, as shown.

8. In a conveyer apparatus of the class herein named, the combination, with the switchtrack A', of the check-spring a,arranged Within the bar forming said track, as described.v

9. In a conveyer apparatus of the class herein named, a bar-track having upper and lower faces, the upper face being wider than the lower face, substantially as shown. V

In testimony whereofI affix my signature in presence of two witnesses.

HERVEY SMITH.

ICO 

